Hybrid electric vehicle and method for controlling a powertrain therein

ABSTRACT

A method for controlling a hybrid electric powertrain includes, in response to a request to increase a powertrain braking force on at least one of a plurality of traction wheels, (i) commanding at least one clutch to increase a gear ratio of a transmission, and (ii) during clutch stroke, commanding an electric machine to act as a generator such that the electric machine applies a braking force to at least one of the traction wheels.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional of application Ser. No. 12/466,471,filed May 15, 2009, the disclosure of which is hereby incorporated inits entirety by reference herein.

BACKGROUND

U.S. Pat. No. 5,993,350 to Lawrie et al. provides a powertrain systemfor a hybrid vehicle. The hybrid vehicle includes a heat engine, such asa diesel engine, and an electric machine, which operates as both anelectric motor and an alternator, to power the vehicle. The hybridvehicle also includes a manual-style transmission configured to operateas an automatic transmission from the perspective of the driver. Theengine and the electric machine drive an input shaft which in turndrives an output shaft of the transmission. In addition to driving thetransmission, the electric machine regulates the speed of the inputshaft in order to synchronize the input shaft during either an upshiftor downshift of the transmission by either decreasing or increasing thespeed of the input shaft. Operation of the transmission is controlled bya transmission controller which receives input signals and generatesoutput signals to control shift and clutch motors to effect smoothlaunch, upshifts, and downshifts of the transmission.

U.S. Pat. No. 6,019,699 to Hoshiya et al. provides a drive controlsystem for a hybrid vehicle that prevents a delay in the application ofa one-way clutch in a transmission. In this drive control system, anelectric motor and an internal combustion engine are coupled to theinput side of a transmission having at least one gear stage to be set byapplying a one-way clutch. The drive control system comprises: adetector for detecting a coasting state in which the one-way clutch isreleased in a deceleration state set with the gear stage; and, an inputspeed raising device for driving the electric motor when the coastingstate is detected, so that the input speed of the transmission mayapproach the synchronous speed which is the product of the gear ratio ofthe gear stage to be set by applying the one-way clutch and the outputspeed of the transmission.

SUMMARY

A method for controlling a hybrid electric powertrain includes, inresponse to a request to increase a powertrain braking force on at leastone of a plurality of traction wheels, (i) commanding at least oneclutch to increase a gear ratio of a transmission, and (ii) duringclutch stroke, commanding an electric machine to act as a generator suchthat the electric machine applies a braking force to at least one of thetraction wheels.

A hybrid electric vehicle includes a plurality of traction wheels, anengine, and a transmission mechanically connected with the engine andincluding at least one clutch to alter a gear ratio of the transmission.The vehicle also includes an electric machine mechanically connectedwith at least one of the traction wheels, and a controller. Thecontroller is configured to, in response to a request to increase apowertrain braking force on at least one of the traction wheels, (i)command the at least one clutch to increase the gear ratio of thetransmission and (ii) during clutch stroke, command the electric machineto act as a generator such that the electric machine applies a brakingforce to at least one of the traction wheels.

A hybrid electric vehicle includes a plurality of traction wheels, anengine, and a transmission mechanically connected with the engine andincluding at least one clutch to alter a gear ratio of the transmission.The vehicle also includes an electric machine mechanically connectedwith at least one of the traction wheels, a power storage unit, and acontroller. The controller is configured to, in response to a request toincrease a braking force on at least one of the traction wheels, (i)command the electric machine to act as a generator such that theelectric machine applies a braking force to at least one of the tractionwheels until a state of charge of the power storage unit achieves adesired threshold, and (ii) command the at least one clutch to increasethe gear ratio of the transmission after the state of charge of thepower storage unit achieves the desired threshold.

While example embodiments in accordance with the invention areillustrated and disclosed, such disclosure should not be construed tolimit the invention. It is anticipated that various modifications andalternative designs may be made without departing from the scope of theinvention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of an example configuration of a hybridelectric vehicle.

FIG. 2 is a block diagram of another example configuration of a hybridelectric vehicle.

FIG. 3 is an example plot of transmission output torque generated inresponse to a request for a manual pull-in down shift.

FIG. 4 is an example plot of electric machine torque generated inresponse to a request for a manual pull-in down shift.

FIG. 5 is an example plot of net electric machine and transmissionoutput torque generated in response to a request for a manual pull-indown shift.

FIG. 6 is an example plot of on-coming transmission clutch pressurecommand generated in response to a request for a manual pull-in downshift.

FIG. 7 is an example plot of off-going transmission clutch pressurecommand generated in response to a request for a manual pull-in downshift.

FIG. 8 is an example plot of engine speed during a manual pull-in downshift.

DETAILED DESCRIPTION

A driver of a hybrid electric vehicle may execute a manual pull-indownshift when, for example, travelling down a steep grade to achieveadditional deceleration and minimize brake wear. The transmission may bedownshifted into a lower gear via synchronous clutches or a coast clutchsuch that negative torque (braking torque) is transmitted to thedriveline.

A delay in achieving the desired negative driveline torque during amanual pull-in may occur in hybrid electric drivetrains (and otherdrivetrain configurations). This delay can be up to one second asmeasured from the driver command or PRNDL position movement until torqueincreases in the halfshafts. Delay may result from the need to strokethe oncoming transmission clutch. Delay may also result from the need toensure that the engine does not exceed its speed limit if thetransmission is downshifted. The drivetrain may wait until the vehiclespeed is reduced so that when the transmission is downshifted, theengine speed will not exceed its limit.

Certain embodiments disclosed herein may reduce/eliminate delays inachieving a desired negative driveline torque after the initiation of arequest for a manual pull-in. As an example, an electric machine may berequested to provide negative driveline torque while a mechanicaldriveline is requested to perform a manual pull-in (e.g., stroke theoncoming clutch, bring the engine up to synchronous speed and transfertorque to the new ratio), provided the engine speed is less than adesired threshold for the desired gear. If the engine speed is greaterthan the desired threshold, the request to shift may be delayed untilthe engine speed is less than the desired threshold. Once the new gearis available, electric torque may be reduced as the mechanical torque isincreased to provide generally consistent vehicle deceleration.

As another example, the electric machine may be requested to providenegative driveline torque (possibly while the mechanical drivelineremains off) until an associated battery reaches a desired state ofcharge. (As apparent to those of ordinary skill, the electric machineacts as a generator while providing negative driveline torque.Electrical energy generated by the electric machine may be stored in thebattery.) The mechanical driveline may then be requested to perform amanual pull-in, and electric torque reduced and mechanical torqueincreased as described herein.

Referring now to FIG. 1, an automotive vehicle 10 may include adrivetrain 12. The drivetrain 12 may include tire/wheel assemblies 14 n(14 a, 14 b, 14 c, 14 d), an engine 16, electric machine 18 (e.g.,electric rear axle drive), and power storage unit 19 (e.g., battery).The drivetrain 12 may also include a crank integrated starter/generator(CISG or other electric machine) 20, transmission 22, front differential24, and front half shafts 26. As apparent to those of ordinary skill,components immediately adjacent to each other are mechanicallyconnected. The drivetrain 12 may further include a rear differential 28,rear half shafts 30, and a rear prop shaft 32.

The transmission 22 may include an input 34 mechanically connected withthe engine 16, an output 36 mechanically connected with the tire/wheelassemblies 14 a, 14 b via the front differential 24, one or more gears38, and one or more clutches 40 arranged in a known fashion.

As known in the art, the CISG 20 may be used to start or stop the engine16; the engine may generate motive power to drive the tire/wheelassemblies 14 a, 14 b via the transmission 22, front differential 24,and front half shafts 26. As also known in the art, the electric machine18 may act as a motor to generate motive power to drive the tire wheelassemblies 14 c, 14 d via the rear prop shaft 32, rear differential 28,and rear half shafts 30; the electric machine 18 may also act as agenerator to generate electrical power for storage by the power storageunit 19. Either or both of the engine 16 and electric machine 18 may beused to generate motive power to drive the tire/wheel assemblies 14 n.

One or more controllers 42 may be in communication with the electricmachine and/or transmission 22. The controllers 42 may submit torquecommands/requests to the electric machine 18 such that, for example, theelectric machine consumes electrical power to generate a propulsionforce for the tire/wheel assemblies 14 c, 14 d, or consumes mechanicalpower to generate a braking force (negative torque) for the tire/wheelassemblies 14 c, 14 d. The controllers 42 may submit commands/requeststo the transmission 22 such that, for example, a speed ratio of thetransmission 22 (e.g., the ratio of the speed of the input 34 to thespeed of the output 36) changes via application of the clutches 40 tothe gears 38 in a known fashion. As discussed below, these commands maybe coordinated to provide negative driveline torque in response to arequest for a manual pull-in downshift with little or no delay.

Referring now to FIG. 2, numbered elements that differ by 100 relativeto FIG. 1 have similar descriptions to the numbered elements of FIG. 1.The drivetrain 112 of FIG. 2 includes a power transfer unit 136, frontprop shaft 138, and a coupling 140. As known in the art, theseadditional components may (i) permit the engine 116 to drive any of thetire/wheel assemblies 114 n and (ii) permit the electric machine 118 todrive any of the tire/wheel assemblies 114 n. Of course, otherdrivetrain configurations are also possible.

Referring now to FIGS. 3 through 8, the operation of an engine, electricmachine, transmission clutches, and controllers (such as the engines 16,116, electric machines 18, 118, clutches 40, 140, and controllers 42,142 illustrated in FIGS. 1 and 2) are described with reference toseveral operating modes that occur in response to a request for a manualpull-in downshift. While there are five such operating modes in theembodiments of FIGS. 3 through 8, any suitable number of operating modesmay be used.

FIG. 3 depicts conventional transmission output torque to a drivelineduring a manual pull-in downshift. That is, transmission output torquefirst overshoots (after some delay) and then undershoots its finaltarget value. With the addition of offsetting electric machine torque tothe driveline as depicted in FIG. 4, the net torque output of theelectric machine and transmission to the driveline as depicted in FIG. 5has reduced overshoot and undershoot, as well as reduced delay.

Mode 1: The strategy enters Mode 1 at the initiation of a manual pull-indownshift request. A controller may command an electric machine toprovide negative torque (i.e., act as a generator). This torque maycontinue to ramp to a calibrateable value of maximum torque, which maybe a function of vehicle speed.

The strategy may exit Mode 1 after the controller receives notificationthat a transmission is ready to downshift (increase its gear ratio) via,for example, a shift ready flag or any other known technique. If theengine speed is such that it will not exceed its limit when downshifted,this may occur immediately. If the engine speed is such that it willexceed its limit when downshifted, the strategy may wait until theengine speed decreases to a suitable value before the shift ready flagis set. In other embodiments, the shift ready flag may be set when astate of charge of a power storage unit achieves a threshold value(assuming engine speed, if the engine is on, is such that it will notexceed its limit when downshifted).

Mode 2: The electric machine torque command initiated in Mode 1 maycontinue (e.g., ramp until a calibrateable value is achieved, and thenhold), if it has not already achieved the calibrateable value duringMode 1. The controller may command an on-coming transmission clutchpressure to a high value to fill the clutch then cut back to acalibrateable value needed to start the shift as known in the art. Thecontroller may command an off-going transmission clutch pressure to areduced calibrateble value as also known in the art.

The strategy may exit Mode 2 at the expiration of a timer, detection ofthe torque phase, and/or detection of the shift start in a knownfashion.

Mode 3: The controller commands the on-coming transmission clutchpressure to increase and the off-going transmission clutch pressure todecrease in a coordinated manner as known in the art. The controllerholds the electric machine torque at its current commanded value until adrop in engine speed (which corresponds to a peak in transmission outputtorque) is detected. (As known in the art, the described coordinatedactivity of the on-coming and off-going clutches causes a dip in enginespeed if this coordination is biased towards a flare condition. If thiscoordination is biased towards a tie-up condition, the engine speedwill, of course, rise and the transmission output torque will becomemore negative.) The controller may then command the electric machine toprovide positive torque (i.e., act as a motor). (Alternatively, thiscommand may be initiated after the strategy exits Mode 3.) This torquemay continue to ramp to a calibrateable value of maximum torque, whichmay be a function of vehicle speed

The strategy may exit Mode 3 when a speed ratio of the transmission hasachieved a desired value, e.g., 5% of the final value.

Mode 4: The controller may control the on-coming clutch through, forexample, an open or closed loop profile, and command the off-goingclutch to a pressure below its stroke pressure. The controller maycommand the electric machine back to, for example, zero torque (or othertarget value) as a function of percent shift complete. Commanding theelectric machine torque to offset the inertia torque of the input to thetransmission may provide a smoother shift. Keeping the electric machinetorque at zero (or negative torque) may provide an elevated negativetorque feel that may be desired when a manual pull-in shift isrequested. Thus, this feel may be calibrated based on the particularvehicle application, and may also be calibrated for each shift type. Forexample, if the shift occurs immediately after the request, the drivermay desire the extra inertia torque feel. If the shift occurs afterseveral seconds to obtain better brake regeneration, the driver may notdesire any torque feel as it would be delayed from the shift request.

The strategy may exit Mode 4 when the speed ratio of the transmissionhas achieved a desired value, e.g., 90% of the final value.

Mode 5: This is the end mode and provides the completion of the shiftevent. As known in the art, the controller may command the on-comingtransmission clutch pressure to a maximum and the off-going transmissionclutch pressure to a minimum, etc.

While embodiments of the invention have been illustrated and described,it is not intended that these embodiments illustrate and describe allpossible forms of the invention. The words used in the specification arewords of description rather than limitation, and it is understood thatvarious changes may be made without departing from the spirit and scopeof the invention.

What is claimed:
 1. A method comprising: in response to a request toincrease braking force, by a controller commanding an electric machineto act as a generator to apply the braking force until a battery stateof charge achieves a threshold, and commanding a transmission gear ratioincrease responsive to the state of charge achieving the threshold. 2.The method of claim 1 further comprising commanding the electric machineto act as a motor responsive to a transmission speed ratio achieving atarget to apply a propulsion force.
 3. A vehicle comprising: an electricmachine; and a controller configured to, in response to a request toincrease braking force, command an electric machine to act as agenerator to apply the braking force until a battery state of chargeachieves a threshold, and command a transmission gear ratio increaseresponsive to the state of charge achieving the threshold.
 4. Thevehicle of claim 3, wherein the controller is further programmed tocommand the electric machine to act as a motor responsive to atransmission speed ratio achieving a target to apply a propulsion force.